Vehicle cooling system control

ABSTRACT

Methods, assemblies and systems for controlling the flow of coolant in a vehicle engine cooling system. An operating system, such as a dual mode mechanism, attached to a housing operates electronically to rotate the impeller at a desired speed and circulate the coolant. A friction clutch can be available to rotate the impeller at input speed if needed. A coolant control valve positioned in the housing and operated by an activation motor which controls the degree of rotation of the valve, regulates and controls the amount of coolant which is allowed to flow through the cooling system. Electronic control modules/units are used to control the impeller and control valve, together with control logic.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application claims benefit of U.S. Patent Application 62/045,533 filed on Sep. 3, 2014.

TECHNICAL FIELD

The present invention is related to methods, assemblies and systems for controlling the flow of coolant in a vehicle.

BACKGROUND OF THE INVENTION

The great majority of vehicles today utilize engines run on an organic fuel, such as gasoline. Due to the heat developed by the engines during use, various cooling systems have been developed for maintaining the temperature of the engine within acceptable limits. These cooling systems typically circulate a coolant fluid through the engine, radiator and other components in order to extract heat from the engine.

The need today for vehicles to meet higher gas mileage standards and also meet stricter standards on toxic emissions has resulted in the development of various assemblies, components and engine systems which have attempted to meet these standards. At the same time, as vehicles get smaller to reduce weight and the number of components are added to the engines, the demand for smaller and lighter components and packaging has increased.

It thus would be beneficial if improved methods, apparatus and systems were provided to meet these various conditions. It is an object of the present invention to do that.

SUMMARY OF THE INVENTION

The present invention provides a method, apparatus and system for use in a vehicle to increase the effectiveness of the engine cooling system and also help increase fuel mileage, reduce undesirable emissions and provide an overall package size and shape that can be positioned at more locations in an engine compartment.

A preferred embodiment of the invention includes a dual mode device or other type of device for operating an impeller which circulates the coolant in the cooling system, a coolant control valve (CCV) which regulates the amount of coolant that can flow through the system, an activation device for the CCV, and a housing which facilitates efficient and effective positioning and use of all of the components. The embodiment also preferably includes a control strategy and system which operates the components and cooling system in the most effective and efficient manner. If a dual mode device is utilized, it includes an electric motor as the primary source to rotate the coolant impeller, and a friction clutch which can be engaged to operate the impeller at input speed when necessary. The activation motor, preferably in cooperation with the impeller rotation system, rotates the coolant control valve in a manner to optimally control the direction of the flow of coolant circulated through the radiator, engine, and the rest of the cooling system.

Other features, benefits and advantages of the invention will become apparent from the following brief description of the drawings, the drawings themselves, the detailed description of the preferred embodiments and the appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of an embodiment of the invention.

FIG. 2 is an exploded view of the components of the embodiment depicted in FIG. 1.

FIG. 3 is a cross-sectional view of the embodiment of the invention depicted in FIG. 1.

FIG. 4 is a perspective view of a cooling control valve utilized in the embodiment of the invention shown in FIG. 1.

FIGS. 5 and 6 depict an impeller embodiment which can be utilized with an embodiment of the invention.

FIG. 7 depicts a control system for the embodiment shown in FIGS. 1-3.

FIG. 8 is a graphic diagram illustrating various zones of coolant flow versus engine speed.

FIG. 9 schematically illustrates another embodiment of the invention, together with an exemplary control system.

FIG. 10 schematically depicts another embodiment of the invention.

FIG. 11 schematically depicts an alternate CCV control system.

FIG. 12 depicts an embodiment of the invention utilizing a one-way clutch mechanism.

DESCRIPTION OF PREFERRED EMBODIMENTS

As shown in FIGS. 1-3, a preferred embodiment of the invention 10 includes an impeller motor assembly 20, a central housing 30, a coolant control valve 40 and a valve actuation device 50.

The impeller motor assembly 20 includes an electric motor 22, an electromagnetic actuated friction clutch mechanism 24, a central shaft member 26 and an impeller member 28. These are shown in more detail in FIG. 3.

The impeller motor assembly 20 is a dual mode mechanism for controlling the rotation of the coolant impeller 28. The dual mode clutch mechanism 20 is described in more detail in pending U.S. application Ser. No. 14/149,683, the disclosure of which is hereby incorporated by reference. This U.S. patent application was filed on Jan. 7, 2014, and entitled “Accessory Drive With Friction Clutch and Electric Motor” (Docket Nos. 442/12180C).

The dual mode mechanism includes an electric motor mechanism 22 which is preferably a brushless DC motor. The mechanism 22 includes a stator 60, a rotor 62, and is actuated electronically through wire lead 64 and/or 65. The motor 22 is directly connected to the shaft member 26 and, when energized, rotates the shaft member and impeller at a desired speed. The rotational speed is determined by an electric control unit (ECU) of the engine or vehicle which receives inputs from a variety of sensors. The sensors read numerous operating conditions, such as coolant temperature, and transmits those conditions to the engine ECU or a coolant pump ECU or both. The appropriate energy is then provided to the motor to rotate the impeller when necessary and at an appropriate speed to keep the temperature of the coolant within desired limits. A control system of this type is shown schematically in FIG. 7. The dual mode mechanism also can have separate ECU which communicates with the main ECU of the engine.

The shaft member 26 is rotatably supported in the motor assembly 20 by a pair of bushing members 66 and 68. The impeller member 28 is attached to the shaft member by a mounting mechanism 70. The impeller has a plurality of curved blades 72 attached to a central hub member 74, as shown in FIGS. 5-6. The hub and blade members are positioned in an outer shroud member 76.

The friction clutch mechanism 24 includes a solenoid member 80, a pulley member 82, a bushing member 84, an armature member 86, a friction plate member 88, a biasing spring member 90, a stop member 92 and a nut member 94. A cover member 96 positions all of these components and holds them together. The friction plate member 88 includes a pair of friction members 88 a and 88 b which are affixed to opposite sides of the friction plate member 88.

The solenoid member 80 is positioned in a solenoid housing 100 and is selectively electronically energized through lead member 64 and/or 65. When the solenoid member 80 is energized, it attracts and axially moves the armature member 86 to prevent the friction members 88 a, 88 b from contacting the cover member 96 and armature member 86, respectively. The stop member 92 and spring biasing member 90 keep the friction plate member in a neutral position. Spring members 110 act to bias the armature member 86 in an axial direction.

When it is necessary to rotate the impeller member at a greater speed in order to increase the coolant flow, for example, when the engine is being used to drive a heavy load or the vehicle is proceeding up a steep incline, the solenoid member is deactivated and the shaft member 26 and impeller are then driven directly by the pulley member 82 at input speed. This operation is described in more detail in U.S. patent application Ser. No. 14/149,683.

The central housing 30 is preferably made of a plastic material and includes a coolant intake port 32 and a coolant outflow port 34. The coolant housing also includes a base member 36 which is connected to flange member 38 on the impeller member assembly 20. Appropriate sealing members and mechanisms (not shown) are utilized to seal the connection between the motor assembly 20 and housing 30 and prevent leakage of the coolant.

The amount of flow of coolant through the central housing is controlled by coolant control valve member (CCV) 40. As shown in FIG. 4, the CCV is a cylindrical cup-shaped member with at least one opening 42 in one side surface 44. The CCV also has a socket 46 for mating and connecting with shaft member 48 extending from the valve activation device. The shaft member 48 is rotated by the activation device 50.

The valve activation device 50 has a mounting member 52 which is attached and affixed to mounting member 54 on the central housing 30. Appropriate sealing members and mechanisms (not shown) are utilized to seal the connection between the housing and activation member and prevent leakage of coolant fluid.

The valve activation member 50 includes a motor or similar device and can be any of the conventional CCV rotation devices known today that are electronically controllable. One preferred device can be secured from BorgWarner Inc. (formerly Gustav Wahler GmbH in Germany).

The CCV is rotated within the housing to provide appropriate and necessary flow of coolant through the cooling system. The CCV can have a sufficient number and location of openings as desired. The CCV can be rotated to one position where it can block flow from passing through the outlet, to another position where it will allow full flow between the inlet and outlet, and to an infinite variety of positions in between where the appropriate flow is allowed to maintain the coolant temperature within its desired operating range. Typically, actuation devices rotate the CCV back and forth within a 270° range. The rotational position of the CCV valve is typically called the “rotation angle.”

The rotation of the shaft member 48, and thus the degree of rotation of the CCV is based on numerous factors entered into and controlled by one of the ECU.

The system shown in FIGS. 1-3 has the shafts of the impeller 28 and CCV in axial alignment. This is one embodiment, but is not mandatory. The two shafts, and thus the orientation of the impeller motor assembly 30 and valve activation device, and their activations, can be at any angle or position relative to each other. For example, the shafts can be positioned side-by-side, parallel to each other, extending in the same direction, at 90° to each other, etc., so long as the resultant embodiments perform substantially the same functions in similar manners and achieve similar results.

FIG. 7 schematically depicts a control system 140 for operation of embodiment 10. The control of the electric motor and the solenoid member for the friction clutch mechanism are operated by the ECU 150 of the vehicle. Control logic 170 is contained in the coolant pump ECU. The engine ECU receives data from various sensors 160 and communicates to the coolant pump ECU to control the speed of the impeller and the direction of the flow through the CCV.

Control logic 170, typically positioned in the motor assembly 20, is used to control the operation of the valve activation device 50. Thus, based on input from the engine ECU 150, the control logic 170 is used to activate the electric motor and solenoid member when required. The control logic actuates the electric motor as needed, as well as the valve activation device 50 and thus controls the amount and degree of rotation of the valve member 40. The amount and degree of rotation of the valve member 40 in turn controls the amount and direction of coolant fluid which is allowed to flow through the cooling system. This in turn is used to control the temperature of the coolant and maintain that temperature within the desired range of operating temperatures.

An alternate system for controlling the CCV is shown in FIG. 11 and designated by reference numeral 400. Here, the CCV 40 contains the direction of the coolant flow, while the dual mode mechanism 20 controls the amount of flow. As the flow passes through the CCV 40, the flow is divided between path A and path B. The flow through path B is sent to the cooling system 410, while the flow through path A is returned to the dual mode mechanism 20.

The amount of flow directed by the CCV 40 could be divided in any amount, such as 0-100% in path A and 100-0% in path B. The amount of flow sent to the cooling system 410 through path B is dependent on the amount needed to maintain the appropriate cooling.

With the control system 140 shown in FIG. 7, and with the ECU 150 and dual mode control logic 170, the temperature of the coolant can be controlled and maintained within the desired range of temperatures in several ways: (1) by use of the electric motor by itself to rotate the impeller and circulate the coolant through the radiator and other components of the cooling system; (2) by rotating the impeller at input speed by deactivation of the solenoid member; (3) by activation of valve activation device 50 and rotating the CCV 40 as needed to allow appropriate flow of coolant fluid through the cooling system; or (4) by a combination of any or all of (1), (2), and (3).

By way of another example, the coolant could be circulated solely by the impeller driven by the electric motor, with the CCV set at one position. As a variation, either the speed of the electric motor (and thus the impeller) could be increased or decreased as needed to allow the temperature of the coolant to remain within the desired range. As another variation, the speed of the electric motor and impeller could remain constant, and the CCV valve could be rotated one way or the other (by the activation device) thus regulating the amount of coolant flow to keep the coolant temperature constant or at least within the desired range.

As still another example, the impeller could be run at input speed in order to keep the coolant temperature constant or within the desired range. Here, the ECU would deactivate the solenoid allowing the friction members to contact the motor assembly cover and thus rotate the impeller at input speed. The motor assembly would be rotated by an engine belt situated on the pulley member 82. The CCV could remain at one position, or it could also be rotated one way or the other by the control logic to increase or decrease the coolant flow in various directions.

As a still further example, the control logic system could maintain the temperature of the coolant constant (within a few degrees) or vary the temperature one way or the other (increase or decrease) simply by actuating the activation device and rotating the CCV accordingly to increase or decrease the coolant flow through the housing. In this situation, the electric motor would be operated at a constant speed and the solenoid member would be activated to prevent the mechanical assembly from rotating the impeller.

As a variation of the latter example, the mechanical assembly could be rotated by the engine belt, with the speed governed by the electric motor along with rotation of the CCV to assist with flow regulation.

In the situation where the vehicle is turned off, that is the engine has stopped running, it is still necessary in many instances to maintain the flow of the coolant fluid until the engine and other components cool down. In this instance, typically the coolant fan will continue to operate by power from the battery. Similarly, the ECU and control logic could continue to operate the electric motor and rotate the impeller, also by battery power. The amount and/or direction of the flow could also be controlled at the same time by rotating the CCV. This would provide flow of the coolant in the cooling system and though the engine until the engine and other components were cooled sufficiently.

The graphic diagram 250 in FIG. 8 illustrates many of these situations. At zone 260, the vehicle engine is turned off and the coolant fluid is continuing to flow primarily by the impeller (coolant pump) through actuation of the electric motor. This could be at a constant speed, and with or without any assistance from control of the flow by the CCV.

Zone 270 of the diagram 250 is the situation where the engine is picking up speed and the coolant flow and temperature are increasing also. Zone 270 is commonly referred to as the “over-speed mode”. More coolant flow is provided by operating the impeller using the electric motor of the dual mode mechanism. In this zone, the engine RPM is not providing sufficient mechanical speed to produce the flow that the cooling system is demanding. The ECU and control logic operate the coolant pump (i.e. rotate the impeller) by the electric motor up to input speed, as needed. The RPM or speed of the impeller will increase as necessary to maintain the temperature of the coolant within the desired range. At the same time, it is also possible for the control logic to regulate the coolant flow through the housing and system by rotating the CCV. This would be decided by the control logic.

In zone 280, the impeller is operated either electrically or mechanically as needed, depending on the impeller speed required. If the desired speed is below that of input speed, then the impeller is operated electrically by the electric motor. If input speed is needed, then the impeller is operated mechanically at input speed. At all times, the coolant flow is regulated also by rotation of the CCV. Together, based on the ECU and control logic, the necessary impeller speed and coolant flow are effectuated in order to control the temperature of the coolant fluid.

With some engines, it may be necessary only to utilize an electric motor to operate the coolant pump impeller in association with a CCV. This embodiment 300 is shown in FIG. 9. The embodiment includes an electric motor 200 in operable association with the impeller member 28, together with a CCV 40 in operable association with an activation device 50. A mechanical device to rotate the impeller is not included. The ECU 150′ receives input from the sensors 160 and submits the data to the control logic 170′. The control logic then operates the electric motor 200 and/or regulates the flow with the CCV, and achieve the operations shown in zones 260, 270 and 280 in FIG. 8. In these situations, it also may be possible to control the temperature of the coolant fluid simply by maintaining the speed of the impeller at a constant temperature and regulating the amount of flow by adjusting the rotation angle of the CCV.

FIG. 10 depicts another system embodiment 350 in accordance with the invention. This system is similar to the dual mode embodiment shown in FIGS. 1-3, but utilizes a one-way clutch mechanism 380 in place of a friction clutch mechanism. System embodiment 350 includes an electrical motor 370 which can be the same as the electric motor discussed above (preferably brushless). The electric motor 370, when activated by the ECU 360 and control logic 365, rotates the impeller 28 to cause the coolant fluid to flow through the cooling system and keep the temperature of the coolant fluid within desired limits. The operation and activation of the CCV 40 by the activation device 50 is controlled by the control logic in the same or similar manner as discussed above. The CCV can be rotated one way or the other, or left in one position, to affect or not affect the flow of coolant fluid.

The one-way clutch 380 is positioned in operative association with the impeller shaft to only allow the shaft and impeller to rotate in one direction. Embodiments and types of one-way clutches which can be used for this purpose include sprag clutches, cam clutches and roller-ramp clutches.

FIG. 12 illustrates an embodiment 500 of the invention utilizing a one-way clutch mechanism 510 in place of a friction clutch. The components of the mechanism 500 which are the same as those discussed above—and shown in FIG. 3—are identified with the same reference numbers, but starting with a “5”.

While the invention has been described in connection with one or more embodiments, it is to be understood that the specific mechanisms and techniques which have been described are merely illustrative of the principles of the invention, numerous modifications may be made to the methods and apparatus described without departing from the spirit and scope of the invention as defined by the appended claims. 

What is claimed is:
 1. A temperature control system for a vehicle cooling system comprising: a housing, said housing having an inlet and an outlet for ingress and egress of coolant; an impeller positioned in the housing for circulating the coolant in the vehicle cooling system; a coolant control valve positioned in the housing for controlling the speed and volume of coolant flowing through said housing from said inlet and said outlet; an activation device attached to said housing for rotating said coolant control valve; a dual mode device attached to said housing for rotating said impeller; said dual mode device comprising an electric motor and a friction clutch, both positioned to separately and selectively rotate said impeller.
 2. The temperature control system as described in claim 1 wherein said impeller has a first shaft member and said coolant control valve has a second shaft member, and wherein the first and second shafts are positioned from 0-90° relative to each other.
 3. The temperature control system as described in claim 1 wherein said impeller has a first shaft member and said coolant control valve has a second shaft member, and wherein the first and second shafts are positioned side-by-side and parallel to each other.
 4. The temperature control system as described in claim 1 wherein said electric motor is a brushless DC motor.
 5. The temperature control system as described in claim 1 wherein said coolant control valve has a cup shape with a cylindrical sidewall, and said sidewall has at least one opening therein.
 6. The temperature control system as described in claim 5 wherein a plurality of openings are present in said sidewall.
 7. The temperature control system as described in claim 1 wherein said impeller comprises a hub member, a plurality of blade members attached to said hub member, and a shroud member.
 8. The temperature control system as described in claim 7 wherein said shroud member has at least a portion positioned radially outward of said blade members.
 9. The temperature control system as described in claim 1 further comprising a coolant pump ECU and control logic, wherein said coolant pump ECU in combination with said control logic actuate the speed of rotation of said impeller and the degree of rotation of said coolant control valve.
 10. A temperature control system for a vehicle cooling system comprising: a housing, said housing having an inlet and an outlet for ingress and egress of coolant; an impeller positioned in the housing for circulating the coolant in the vehicle cooling system; a coolant control valve positioned in the housing for controlling the direction of coolant flowing through said housing from said inlet and said outlet; an activation device attached to said housing for rotating said coolant control valve; an electric motor attached to said housing for rotating said impeller; and an ECU and control logic for selectively rotating or not rotating said impeller and for selectively rotating or not rotating said coolant control valve.
 11. The temperature control system as described in claim 10 wherein said electric motor is a brushless DC motor.
 12. The temperature control system as described in claim 10 wherein said coolant control valve has a cup shape with a cylindrical sidewall, and said sidewall has at least one opening therein.
 13. The temperature control system as described in claim 10 wherein a plurality of openings are present in said sidewall.
 14. The temperature control system as described in claim 10 wherein said impeller comprises a hub member, a plurality of blade members attached to said hub member, and a shroud member.
 15. The temperature control system as described in claim 14 wherein said shroud member has at least a portion positioned radially outward of said blade members.
 16. The temperature control system as described in claim 10 further comprising an ECU and control logic, wherein said ECU in combination with said control logic actuate the speed of rotation of said impeller and the degree of rotation of said coolant control valve.
 17. The temperature control system as described in claim 10 further comprising a one-way clutch in operative association with said impeller.
 18. A method for regulating the temperature of cooling fluid in a vehicle engine, said method comprising the steps of: providing an impeller activating device comprising: a housing, said housing having an inlet and an outlet for ingress and egress of coolant; an impeller positioned in the housing for circulating the coolant in the vehicle cooling system; a coolant control valve positioned in the housing for controlling the speed and volume of coolant flowing through said housing from said inlet and said outlet; an activation device attached to said housing for rotating said coolant control valve; a dual mode device attached to said housing for rotating said impeller; said dual mode device comprising an electric motor and a friction clutch, both positioned to separately and selectively rotate said impeller; selectively activating or not activating said dual mode device to rotate said impeller; and selectively rotating or not rotating said coolant control valve to regulate the flow of coolant fluid through said housing; whereby the temperature of the cooling fluid is substantially maintained within a desired range of temperature.
 19. The method as described in claim 18 wherein said electric motor is a brushless DC electric motor.
 20. A method for regulating the temperature of cooling fluid in a vehicle engine, said method comprising the steps of: providing an impeller activating device comprising: a housing, said housing having an inlet and an outlet for ingress and egress of coolant; an impeller positioned in the housing for circulating the coolant in the vehicle cooling system; a coolant control valve positioned in the housing for controlling the direction of coolant flowing through said housing from said inlet and said outlet; an activation device attached to said housing for rotating said coolant control valve; an electric motor attached to said housing for rotating said impeller; an ECU and control logic for selectively rotating or not rotating said impeller and for selectively rotating or not rotating said coolant control valve; selectively activating or not activating said electric motor to regulate the rotation speed of said impeller; and selectively rotating or not rotating said coolant control valve to regulate the flow of coolant fluid through said housing; whereby the temperature of the cooling fluid is substantially maintained within a desired range of temperature.
 21. The method as described in claim 20 wherein said electric motor is a brushless DC electric motor.
 22. The method as described in claim 20 wherein said housing includes a one-way clutch member, and wherein said method includes the step of preventing rotation of said impeller in one direction.
 23. The method as described in claim 22 wherein said one-way clutch member is selected from the group comprising a sprag clutch, a cam clutch and a roller-ramp clutch. 